Johannes barthelmess



(No Model.)

J. BARTHELMBSS. SKID FOR RAILWAY VEHICLES.

No. 519,624. Patented May 8, 1894.

UNITED STATES PATENT OFFICE.

JOHANNES BARTHELMESS, OF NIPPES, NEAR COLOGNE, ASSIGNOR TO WWE. J OH.SCHUMACHER, OF COLOGNE, GERMANY.

SKID FOR RAI LWAY-V EH lC LES.

SPECIFICATION forming part of Letters Patent No. 519,624, dated May 8,1894.

Application filed January 21, 1893. 3 4 1151 459,279. (No model.)Patented in Germany July 14, 1888,1T0. 46,972; inFrance June 15,1889,1l'0. 193,960; in Belgium June 15,1889,N0.86,566: in England June18,1889,N0.9,997, and in Austria- Hungary December 31, 1890, No. 27,656and No. 59,918.

To all whom it may concern:

Be it known that LJOHANNES BARTHEU MESS, a subject of the King ofPrussia, and

a resident of Nippes, near Cologne, Rhenish Prussia, Kingdom of Prussia,and German Empire, have invented certain new and useful Improvements inSkids for Retarding and Stopping Railway-Vehicles, of which thefollowing is a specification, reference being had therein to theaccompanying drawings.

This invention has reference to a skid for railway vehicles which isconstructed with a movable point, side plates or cheeks'and a clip orclamp for holding the skid to a rail until released by the wheel of avehicle acting on a projecting end of a pin, (for which I have receivedpatents as follows: in Germany July 14, 1888, No. 46,972; in France June15, 1889, No. 198,960; in Belgium June 15,1889, :0 No. 86,566; inEngland June 18, 1889, No. 9,997, and in Austria-Hungary December 31,1890, No. 27,656 and No. 59,918,) as hereinafter more particularlydescribed with reference to the annexed sheet of illustrative draw- 2 5ings, whereof Figuresl to 5 represent a construction with uninterruptedinclined mounting surfaces. Fig. 1 is an end View of the skid- Fig. 2 isa side elevation of the same. Fig. 3 is a like 0 view showing the clipor clamping arrangement. Fig. 4 is a section of the line X X of Fig. 3.Fig. 5 is a plan of the skid. Figs. 6 to 8 show a modified constructionwith horizontal mounting surface, sloping clamp and special handle. Fig.6 is an end view of the same. Fig. 7 is a side elevation. Fig. 8 is aplan of the same.

The skid comprises the skidding part or portion A, a movable point B andside plates or cheeks D D attached .to the sides of A. The clip orclamping mechanism comprises the two clamp-springs b b, a largereleasing pin 0, two smaller ones (1 d, and a spiral spring f. The skidis provided with a gently 5 sloping and slightly hollowed mountingsurface ct to which is connected in front a movable and hardened pointB, that causes the railway wheel to run up the skid A. v

The skids without movable points hitherto existing all have thedisadvantage that the thin point is heavily loaded by the pressure ofthe wheels and bent through, in passing railway crossings and points, orbent upward; it then lies no more firmly upon the rails and the wheelruns against the point and either pushes the skid in front of itself orthrows it off the rails. Compared with this the movable point has agreat advantage. The part A rests by means of its weight always on therails and even when its lighter fore endin conse- 6o quence of theinequalities of the rails stood a little in an upward direction, stillthe point B would still be firmly on the rail and offera sure andconvenient mounting surface for the wheel because it is fastened with ahinge and 65.

thus can decline with its front end as far as the rail. A bendingthrough of the movable point B is never possible, as it only bears theweight of the wagon when the wheel is running up or down, therefore whenit mm a state of rest, but is perfectly free from pressure during themotion of the skid, because the wheel is then resting on the part A.

The'skid is-to serve for stopping railway carriages andis laid for thispurpose with its under surface on the head of the rail.

In order to prevent the skid from falling off the rail from concussionor any other cause, it may be provided with a clip or clampingarrangement as shown in Figs. 2 to 5. The clip or clamp is constructedin such a manner as to allow the skid to slide along while a railwaywheel is running up it, thus allowing the carriage to come to restgradually. The springs b, b, are fixed on both sides of the clip end ofthe skid A by the end bolt or by rivets; they are bent upward and passedforward along the outsides of the side-plates or cheeks D,D, and thenthrough the notches in the latter, clutching the rail tightly with 0 thecurved tong-like ends 1) b so as tohold the skid firmly to the railwhile the wheel is running up it. The large releasing pin has its lowerend shaped like a wedge, passes through the middle of the sole of theshoe at 5 an inclination upward, and stands out above the surface onwhich 'wheels are to mount about ten millimeters. The spiral spring fmounting the skid, to run 06 it more easily.

As a shoulder is turned on the upper part of the pin 0, the latter canonly be pushed up by the spring as far as that shoulder, and thus cannotstand out more than is necessary. The two smaller pins cl, cl arerounded off where they meet the pin 0 in the middle, and are for thepurpose of simultaneously pushing aside the clip or clamp springs,whenthe wheel has run up and has pressed down the pin 0 so as to force outthe pins d, cl until their inner ends have become flush with the insidesof the side plates or cheeks D D, whereupon there willbenothingtopreventtheskid from sliding along the rail. The larger pin 0 whenpressed down acts on the smaller pins d, d, with its wedge shaped lowerend. After the checked carriage has run back again off the skid, thelatter will be again held in position by the clip or clamp springs 19,I). Since the wheel of the checked carriage after having run up the skidA and pressed down the pin a cannot continue to turn on the skid,neither the pin 0 nor any other part of the clampingmechanism is thenrequired to continue to olfer any resistance.

The construction drawn in Figs. 6, 7 and8 is thus the same one as inFigs. 1, 2 and 3 only that the curved mounting surface is cut off allbut an upper piece which remains and that below a straight mountingsurface is added. This construction is more advantageous, because in itthe mounted wheel always keeps on the horizontal surface of the part A,even when the wagon stops, While the wheel of the curved surface a(Fig. 1) runs back down again immediately the skid stops. In theconstruction Fig. 7 therefore the skid is pressed on the rails by theweight of the wheel itself, and held firmly on them. The weight of thewagon resting on the wheel which has run up onto the skid in the latterconstruction only presses on the well supported parts of the skid whilein the other construction described, it also rests on the unsupportedarch of the sliding-surface a, which can therefore be easily destroyed.

Having thus fully described my invention, what I desire to claim andsecure by Letters Patent is- I 1. A skid for retarding and stoppingrailway vehicles consisting of a skidding part A with a plane or curvedsurface, continuous or not, a movable point B and side-plates or cheeksD, D.

2. A skid for railway vehicles provided with i a clip or clampingarrangement for preventing the skid from falling ofi a rail such clip orclamping arrangement consisting of or comprising clip or clamp springsI) b a releasing pin 0 two other pins (1, d, and a spiral spring f, thewhole arranged substantially as described.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

J QHANNES BARTHELMESS.

Witnesses:

FRITZ SCI-IROEDER, EVA HAUSEN.

